Improvement in ammonia-engines



2 Sheets-Sheet CHARLES TELLIER... Improvement in Ammoncal En 121,909.

ginas. Patented Dec. 12, 1871.

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CHARLES TELLlER. Improvement in Ammonical Engines. No. 121,909. Pamtednec.12,1a71.

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UNITED STATES CHARLES TELLIER, OF PARIS,

PATENT OFFICE.

IMPROVEMENT IN AMMONIA-ENGINES.

Specification forming part of Letters Patent No. 121,909, dated December 12, 1871.

To all whom it may concern:

Be it known that I, GHARLEs TELLIER, of Paris, France, have invented a certain Improved Apparatus for the purpose of Utilizing the various properties of Ammoniacal Gas as a motivepower, and the following is a full and complete description ofthe nature and objects of the invention and ofthe machine itself.

Ammonia maintains itself in the gaseous state under the atmospheric pressure and at the ordinary temperature. Under that pressure it requires a cold of 350 centigrade(-31O Fahrenheit) below zero to liquefy, and of 7 50 centi grade(-l03o Fahrenheit) to solidify.

Ammoniacal gas dissolves in considerable quantities in cold water; at the temperature of +15O centigrade (+590 Fahrenheit) that liquid absorbs seven hundred and twenty-seven times its own volume of the gas. Heat drives it from the solution. It has no action upon either cast or wrought iron; in presence of these metals it is indecompos'ible below the red heat. It may, therefore, be superheated without danger, and

I the advantages of that operation availed of without having to fear excessive temperatures as with steam. This result is the more easily reached that, even at the ordinary temperature, its pressures are suflicient for industrial purposes. The following is a table of their power at various degrees of the thermometric scale:

Degrees centigrade. Degrees Fahrenheit. Atmospheres.

Finally, it is specically lighter than steam, while having at the same time a latent caloric somewhat less than that of the latter. In every respect, therefore, this body presents itself in cX- celleut conditions for the purposes of practical industry. We will now see what use can be made of its application. Before all, I must call particular attention to the result obtained by the use of some of the properties we have just mentioned, viz.: That it is possible to collect, by dissolving them in water, the vapors which have been used; consequently, to render sensible the latent caloric which they carry off, and iinally to restore this caloric to new vapors, which may be formed and used-a triple phenomenon produced simultaneously by a single fact, the dissolution of ammoniacal gas in water. From the working of these combinations the following result may then be obtained, viz.: That if there be stored in some vessel a certain quantity of liquefied ammoniacal gas, and at the same time in some other vessel a quantity of water about three times greater, the whole of this gas may be vaporized and made useful as a motive power at a pressure of about eight to ten atmospheres. The action of this effeet will remain constant, since, as I have just explained, the latent caloric necessary for the gasification will be constantly furnished by the caloric of condensation disengaged in the aqueous solution. Consequently, if in an establishment disposing of the proper means of action ammoniacal gas be collected and liquefied, that body, transported thus liquid to the spot where it is to be used, will furnish instantaneously and without preparation a motive vapor which may be used advantageously and economically. The solution formed by the absorption of the ammoniacal vapors in water being taken back to the works will be regenerated, and the ammonia thus produced will be again liquefied to be used again, and so on indefinitely.

rI he application which I now propose may therefore be resumed thus: First, produce in a special establishment liquefied ammonia by first extracting the gas from its solution. Second, store this liqueied ammoniain amovable reservoir whichis itself plunged in another reservoir containing water. Third, utilize the vapor which liquefied ammonia constantly tends to form instantaneously. Finally, return this vapor to the water which surrounds the reservoir of liquefied ammonia. The ammoniacal vapor, upon coming in contact with the water, will immediately dissolve. In condensing, it will render sensible the caloric which it held latent, and this caloric, passing through the shell ofthe reservoir of liquefied ammonia, will cause the production ofnew vapors. It will be seen by this that one essential condition of the operation consists in a suitable combination of the surfaces by means of which the exchange between the caloric of vaporization and the caloric of condensation is to be effected, and in order that the mechanism ot' this operation bc well understood l will now proceed to the description ot' the accompanying drawing, Plate 1. simplest application which may be made ot ammonia and its properties i'or the production ot' power. The apparatus it represents is a station- This drawing presents the ary motor; its transtbrlmltion into a tracting motor is a mere matter of adaptation which can be readily understood.

B is an inner reservoir lilled with liqueticd am- 1 the upper part ot'l. lt', now, the valve C is opened S it is evident that these vapors will escape and will pass into and act upon the nu)tive-cylinder A, Which may be ot' any known system or model. and this eliect will remain constant it', by some artifice, the latent caloric carried oit' by the vapors is restored as fast as removed. With steam theescape might take place directly into the atmosphere;

but two circumstances compel us to save the ammoniacal vapors: iirst, they have a value which does not allow of their being wasted; and again, t

it is necessary to recover the latent caloric which they carry ott. These two actions will be the coni sequence ofthe following disposition: The scapepipe is bent in E, and plunges in the interior of the tank l), at the bottom oi' which it opens free- 1y. This tank is two-thirds t'ull ot water at the ordinary temperature.

Now, in virtue ot' the extraordinary at'linity oi' ammonia for water, as soon as the vapors oi' the first body come in contact with the second, combination will at once take place. But this combination can only take place upon an inevitable condition-that is, that the latent caloric of the vapors shall be disengaged, as well as the caloric of combination. It', then, this were the only act-ion taking place it would inevitably result that at every stroke ofthe piston, and, consequently, at every fresh absorption oi' vapor, the temperature of the tank l) would go on increasing gradually. But there is another t'act which must not be forgotten: it is, that at the same time that vapors are arriving into l), which are dissolved and produce heat', other vapors are formed in B which carry oli' caloric. lf there were as many vapors formed as there are condensed it is evident that the quantity ot' heat in motion would be the same, and that to restore the equilibrium it would he suiiicient to bring back into l5 the caloric which is disengaged in l). Now such is precisely the fact which takes place; for, as we operate in one and the same chamber the cylinder A, the qualiduced to finding a suitable means of facilitating thc exchange ol' the caloric-that is, to cause the caloric which arrives in D to pass into B. To accomplish this the sides ot' B would not be sut'- 1icient,lbr, besides the fact that the surfaces they develop are not large enough, it is evident that as the reservoir l is getting empty the ett'ect ot' the surt'aces and, consequently, the power ofthe machine, would diminish. l supply this deliciency by means ot' the coil H, which communicates freely above and below with the reservoir B. A pump, G, perfectly simple, without stuiiing-hox, as it has no opposition to its play save the liquid column in the coil, is worked by a simple extcnsion ot' the piston-rod. At every stroke ol' this piston the pump sends a certain quantity of liquclied ammonia through the coil 1:1, which is itseltl plunged in the water which receives the vapors to be condensed. During the passage ot' the liqueiied ammonia through the coil ammoniacal vapor is formed; the mixture ot.' this vapor and ot' nonvaporized ammonia returns to i'all into B; thc

liquid parts drop to thc bottom oi' B to begin again the circuit just described, while the vapors produced go to give motion to the cylinder, and

then pass into the tank I) to surrender their latent heat, a simple combination by means of which the surfaces are increased while. their et'- i'ect is made constant. A moment will come when the liquelied ammonia in B shall be wholly cxhausted. This reservoir will then be empty, while on the contrary the tank l) will be filled with am- Inoniacal solution. This solution can bc drawn oit through the cock K to be, taken back to the rc-- generating works. The apparatus heilig then charged anew with liquelied ammonia in B and water in Dis again ready for work.

The ailinity ot' ammonia for water is so great that in the ordinary process ol' regeneration it will he l'ound almost' impossible to extract thc entire quantityoi'gas contained in the solution. The gas remaining in the water can be wholly saved i by using this weak solution instead o1' pure water tity ot' Vapor arriving into it must necessarily be i equal to that which escapes and goes to be condensed. Consequently the whole problem is reby the ruiming' of the machine.

for the purpose ot' absorbing the vapors produced It may be feared that the entire amount of caloric carried off by the vlaporization would not be yielded again in the condensation; such a i'act could only result from some loss oi'caloric. Now, this loss could only arise from two causes: First, the undue clevation ot' thc interior temperature, which would lead to the caloric beingconvcyed outward, thus causing a loss. Second, the lowering ot' the cxterior temperature, which would lead to the same result. ln the iirst case it must be remembered that there is, in practice, no actual heating oi" thc water; the same quantities ot' caloric circulate from the tank containing the solution to the rcservoir containing the liquefied ammonia, and, rcciprocally, the temperature ofthe mass docs not change, and there is, therefore, no loss to fear on that score. The second has reference to atmospheric liuctuations.

Ihavc spoken ot' +250 centigrade (+770 Fahrenheit) and ten atmospheres corresponding pressure 5 it may be asked how can such a temperature Vwork at the ordinary temperature, for even at the freezing-point ammoniacal gas still has a pressure of four atmospheres, which is amply sufficent for all practical purposes. Below 0o centigrade (+320 Fahrenheit) it is evident that some special precautions must be taken for the insulation of the apparatus.

The fact that the vapors of ammonia may be superheated to 1800 to 2000 centigrade (3560 to 3920 Fahrenheit) with perfect safety can be advantageously used to obviate any difficulty on that score.

Ineed hardly state that the apparatus above described is essentially variable. The cylinder may be vertical or horizontal. The main point is to arrange a generator of vapor, so as to constantly utilize the surfaces necessary to the required vaporizing action. The latter organ itself may vary in many ways. It may be simple or composed oi numerous pieces, through which the action of the vapor itself would cause the liquid to be vaporizedto circulate upon the vaporizing surfaces, 85e. Among the most important applications of this apparatus is its application to mechanical traction, and I now propose to enter upon some details on this point.

Plate 2 presents an arrangement by means of which ammonia lnay be applied to mechanical traction upon common roads. The drawing shows an exterior view of the apparatus, and also a transverse section. Its principle is this: Cause the entire w eight of the inotor proper to rest upon a single wheel, T, then, by means of the adherence given to the wheel by this weight, and of the ac tion which it receives from the motor, draw a load in good traveling conditions. This principle is, of course, not absolute, and may be varied in many ways.

The advantages ofthe present arrangement are as follows: First, the apparatus thus combined maybe attached to any vehicle by simply removing the fore wheels of the latter and fastening them to the after wheels of the apparatus, and thus at once ammonia is substituted for horse-iiesh.

. S econd, wh en the drivin g action is exercised simultaneously upon two wheels, it is necessary when turning that one should be .made free upon its axle. This necessitates rather complicated maneuvres, shocks which are very inconvenient in practice, besides the mechanical dificulty of obtaining a certain result. With a single drivingwheel, we enter the category of tricycles, awellknown species of vehicles, the handling ofwhich is perfectly easy even for a very feeble hand. Third, the faculty of detachin g at any time the driving apparatus from the vehicle facilitates any necessary repairs without interrupting the service ofthe vehicle itself,as another en gine may always be substituted for the one undergoing repairs. Fourth, finally, because all the mechanical organs are united under the hand of the driver under the mostfavorable conditions for their best preservation. Two objections occur here-the first relating to the waste of ammonia, the other to the possible introduction in the organs of the machine of sand, dust, 85e., and its consequent rapid deterioration. I obviate both by inclosin g the entire motor withinone of the liquefied gas-reservoirs, and thu I obtain the double result desired, for the same reason which prevents the escape of the ammonia necessarily prevents the dust from entering. I now proceed to the description. A is an iron reservoir,1' erfectl y tight andof sufcient stren gth, in which is stored the liquiiied gas, which is introduced through a packed cock, V. This reservoir is completely lodged within another, B B, which contains the water of absorption. The ordinary pressure of the atmosphere being always maintained in the latter, it need not be constructed of any special strength. Owing to this arrangement any gas escaping from A must necessarily be stopped and dissolved by the water in B, and, consequently, impossible loss of ammonia. In the reservoir A I place directly the driving-pistons, of which there are two, G G. The advantage of this arrangement is that nothing comes out from the reservoirs except a revolving rod, afb, which may be packed very tight. The cylinders have already been described when speaking of the ammonia motor. I must mention, however, that the cut-oft' is invariable at the one-fifth; that the drawer of introduction is put in motion directly by the piston by means of a rod, d, and that the escape-chest is formed by the wall itself of the vertical cylinderA, which bears externally the escape-tube e, which latter extends to the wall of the reservoir B B. The pump D is connected directly with the axis of the piston; it

causes the ammonia to circulate through the coils E E, which open into the upper part of A, as a1- ready described in the stationary motor. The motion is transmitted outward by the shaft S, which, by means of a pinion, works in the vertical shaft a b.

In order that the apparatus may be entirely homogeneous and strong it is important that the whole of this work be put up against the wall of the cylinder A, so as to be adjusted easily before the top and bottom are put on. The vertical shaft a b is provided at its upper end with a pinion, which communicates the motion to the horizontal shaft f j', from which it is transmitted, by means of the cogged wheels q g and the chains l l, to the axle J of the propelling-wheel T. It is now evident that, as long as the motor is kept working, the forward movement must take place. But it is also necessary to be able to move backward: two pinions, m h, may be seen upon the shaft fj'. They are adjusted in such way that when one is connected to the wheel C the other is not, and

vice versa. Moreover, a lateral sliding motion may easily be given them by meansot' the guide U. Thus the wheel U may be connected, at the Will of the conductor, either with the pinion in or the pinion li. Now, each of these communicates an opposite motion to the shaft f f, and, colisequently, to the 1ropelling-wheel. lt is evident, therefore, that according as one or the other of these pnions is connected the machine will work backward or forward. 'lhe apparatus is suspended upon two springs, n 11. In order that it may remain in a vertical position a double shaft of wood, covered with iron. holds it above and below. This shaft is shown at .1'.1'1' x. It is strongly fastened at its lower extremity to the crown of the fore wheels. It extends, by means oftwo double cross pieces, which unite at the collars t 1, and maintains the whole apparatus in a perpendicular position. The stability, the f4irwar(l-and-backward motion being obtained, there are still two essential points to look at'ter: tirst, the direction, which consistsin nlotions to the right orto the left; second, the regulation of the speed. These two actions are obtained simultaneously, and at will, by means of two cranks, of which one only, X, may be seen. lt is the one that gives the direction. It works a cogged wheel which, by means ofanintermediary-1)inion acting upon a dentated segment fixed to the apparatus, causes it to turn one way or the other. The propelling-wheel T Obeys, necessarily, this action, and as it is this wheel which drives the apparatus it gives, necessarily, to the whole the same direction which it receives. The second crank, concealed behind the tirst, serves to regulate the speed. Usually in steam-engines the regulating-cock is placed upon the receiving-pipe. IIerc I rcverscthe facts, l Having no condensation to fear, it matters little whether and I place this cock upon the escape.

the cylinders contain any gas or not when not workin g. escape will he facilitated the faster we will go,

and it', on the contrary, the escape is obstructed we will check, and, it' need be, wholly stop the motion. To obtain this result the second crank is merely an extension of the packed valve It. The ammoniacal gas escaping from the two cylinders isbrought to this valve by twoiiexible tubes, K. From this valve it is taken, by meansofa third flexible tube, L. to the cylinder B l, which is iilled with water, and where the absorption naturally takes place. Finally, it may become necessary to stop short, and, consequently, not only to stop the action ofthe luotor, but also to neutralize the impetus of the machine. brake o c, which is worked by simply puttingthe foot upon the foot-pieceo. which, forcing the clogs against the periphery of the fore wheels, stops them almost immediately.

As already stated, this apparatus is essentially modifiable. It has been devised for the special purpose of being applied to ordinary vehi- 1 cles, or to be used by itself. Now, according to various countries, usages, or roads; according as old carriages are to be used or new ones built It is clear, however, that the more the To do this I use the,`

l expressly; according as public or private transportation is required, the apparatus must necessarily vary in many ways. Thus, for instance, it would be possible to lower materially its center of gravity by substituting for the cylinder shown in Plate 1 two horizontal cylinders, the axis of which would coincide with the axis of the wheels.

In new carriages constructed especially for this mode of traction, the reservoirs themselves may be located under the body ot' the carriage, and thus the vehicle be concentrated so as to occupy less room on the street, or allow the construction of larger vehicles.

Again, if it is desired to apply the traction to railroads, the arrangement must change. I propose, in this case, to suppress the locomotive, and to substitute for ita double reservoir of water and of ammonia, combined as already indicated in the description ofthe abovetwo plates. Then, under each car may be placed a pair ofsmall motivecylinders, working one or two pairs of wheels, and communicating by means of valves with the reservoirs of liquefied ammonia. By opening or closing these valves it is evident that the motion will be given or withdrawn from the cylinders. There need not be any special reservoir when each car is expected to travel by itself, as, for instance, on tramways or street railroads. In this case each car will bear its own doable-reservoir and motive-system.

I have spoken of the necessity of preventing any leaks. In llatc 2 l have shown that this inside thc reservoirs, so as to leave absolutely nothing but one stuffing-box outside. But this is not always practicable, and when applied to railroads would be simply impossible, since the cylinders are located under each car. In this case the escape may be arranged with a metallic jacket surrounding hermetically the cylinder. All leaks would then become, if not impossible, at least without inconvenience, since the vapors escaping thus would naturally return to the water for absorption. The stufiing-box alone would then remain to be watched,and by making it double so as to lea ve a small cham ber between the first and second, and connecting this chamber`by a tube either with the metal jacket just referred to, or direct] y with they water of absorption, the second stut'ting-box would have no chance of leaking, as everything that would pass through the tirst would inevitably be collected in the water of absorption, and there would be no pressure upon the second.

Having now fully described the nature and obljects of my invention, I wish again to repeat that I do not mean to contine myself to either of the mechanical arrangements above described but What l claim as new, and desire to secure by Letters Iatent, is-

1. 'Iheapplication of ammoniaca] gas as a means of producing motive-power by means of its liquel faction and subsequent absorption in water, sub- I' stantially as described.

2. The combination of surfaces by means of the may be obviated by lodgingthe whole apparatus" inner reservoir A, (Plate 1,) the outer reservoir the mode of direction, &c., forming a practical D, the coil H, and pumps Gr, or any other similar application of the ammonia motor as a locomoarrangement for the purpose of securing a perfect tive for common roads, substantially as above deand complete exchange between the caloric of scribed.

condensation and the caloric of vaporization, and GH. TELLIER. thus insure the constant Working of the machine, substantially as above described. Witnesses:

3. The general features of the apparatus shown VICT. ROSE, in Plate 2, including the single driving-Wheel, H. G. FLINN. (2) 

